Locomotive engine



4 Sheets-Sabam: 1.

(No Model.)

I. T. DYEB.. LOCOMOTIVB ENGINE.

Patented Sept. 22

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(No Mom.) 4 sheets-sheet 2. I. T. DYBR.

y LOGOMOTIVE ENGINE. i No. 568,019. Patented Sept. 22, 1896.P

(No Model.) Y 4 sume-sheet s. I.YI'.' DYER.

. LOGOMOTIVE ENGINE.l r No. 568,019. f Patented Sept. 22, 1896.

(No Model.) 4 Sheets-Sheet 4.

, 1. T, DYBR. LOGMOTIVE ENGINE.

No. 568,019. Patented Spt. 22, 1896. I

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ISAAC T. DYER, oF CIIICACo, ILLINCIS, ASSIGNCE, B Y DIRECT AND MESNE ASSIGNMENTS, To TI-IE DYER PowER COMPANY, CE SAME PLACE,`

LOCOIVIOTIVEENGINE.V

SPECIFICATION forming part of Letters Patent No. 568,019, dated September 22, 1896.

Application led May 13, 1895. Serial No. 549,046. (No model.)

To all whom, it may concern:

Be it known that l, ISAAC T, DYER, a citizen of the United States, residing at Chicago, in the county of (look and State of Illinois, have invented a new and useful Improvement in Locomotive-Engines, of which the following is a specification.

rlhe primary object of my invention is to provide a locomotive-engine with attach- Io ments for storing under pressure the exhauststeam from the engine and reutilizing it for power or blast purposes on the locomotive, that is to say, for purposes wherein fluidpressure is useful on a locomotive; and my further object is to utilize the inertia of the locomotive in motion while its steam is shut off, as when it is being slowed up or brought to a standstill, or when it is running downgrade, to compress atmospheric air and store zo it for use on the locomotive, particularly by way of supplementing the Stored pressure from the exhaust. .My improvement may be applied to a locomotive of standard type without materially changing it or interfering with the ordinary action of its parts, and as the particular construction of a locomotive, as such, forms no part of my invention, but is old and well known, there is no need herein ot' especial 3o description of or reference toits parts, except where they are modiiied Jfor the application of my invention. Referring to the accompanying` drawings, Figure l is a view in side elevation showing 3 5 the locomotive and cylinders in dotted lines with my improved attachments and pipe and valve connections in full lines for clearer illustration; Fig. 2, a broken View in the nature of a diagram showing parts of my im- 4o proved mechanism in side elevation in their relatively operative positions, but detached from a locomotive; Fig. 2, a broken view showing the connection of the cylinders with the storage-tank into 'which they exhaust; Fig. 3, an end view, enlarged, of the cylinders and their connections at the front of the locomotive-boiler, indicated by a dotted represent-ation Fig. 4, a view of the same nature as that presented by Fig. 2, but showing, on 5o an enlarged scale, mainly, parts of my improved mechanism not included in the lastnamed figure; Fig. 4f, a viewlike that presented by Fig. 4, but showing extensions', omitted from the latter, of details; Fig. 5, an enlarged longitudinal sectionalview of a safety-valve detail, and Fig. 6 an enlarged sectional view of the attachment with which each cylinder of the locomotive is provided for taking and compressing atmospheric air by the inertia of the locomotive in Inotion 6,c with its driving power shut off.

In the so-called extended front of the locomotive is contained a storage-tank A, (represented by dotted lines in Fig. land by full lines in Fig. 4,) and A is a supp|le1nen- 65 tary storage-tank, which I prefer to provide, though it is not indispensable, surrounding the smoke-stack S and having open communication with the tank A through a pipe connection r, Fig. 4, between the two at the top 7o of the tank A and bottom of the tank A@ A2 is a safety-valve or back-pressure-valve device extending from the tank A into the smoke-stack, and the preferred construction ot which (shown in detail mainly in Fig. 5) 7 5" comprises the nipple q, screwed into the top of the tank A and affording a valve-chamber containing a valve 1.7 on a stem p and held against its seat p2 by a spring p3, coiled about the stem and confined at its ends between 8o the valve and a guide o for one end of the Stem, which enters a screw-coupling o, connecting the nipple q, containing the valvechamber, with a discharge-pipe o2 passing through the supplemental tank A into the stack. By turning the coupling o at its nut the spring p3 may be set to resist any predetermined pressure exerted against the valve p and permit it to be opened only by excess of Such pressure, which is thus enabled to 9o escapethrough the Stack.

On the locomotive-tender (shown at T in Fig. l) is supported another storage-tank B, which should be provided with asafety-valve, as indicated at s. A

The two storage-tanksK A and B are connected by a pipe n, containingV an inwardlyopening check-valve (indicated at t) and a shut-ott valveV o, adjacent to the tank B. From the storage-tank on the tender there Ioo proceeds a pipe n, containing the shut-off valves v and o2, and the pipe n entersthe `boiler R of the locomotive at any desired point therein.

C is a pump which may involve the usual or any suitable construction of suction and exhaust pump. It communicates at its suction side with t-he pipe n and at its exhaust side with a pipe n2, containing a shut-off valve Q23, and leading from the tank B into the boiler, as hereinafter described.

C is an engine for working the pump C, with which it has a common pistonrod l, the engine comprising a cylinder, which may exhaust into the atmosphere and which conimunicates with the pipe n and a piston connected by the rod l with the piston in the cylinder of the pump C. In Fig. 1 the pump C and engine C are indicated by full lines and represented as located .above an oil-tank B' on the tender, but this is merely to show them without overcrowding the drawing, as they may be located in any convenient position; and behind the tank B there is indicated a water tank T, communicating through a valved pipe w with the tank B to receive from the latter any condensation therein on opening the valve in the pipe.

The pipe n2 leads to a vertical branch n3, (see Figs. l and 2,) opening at its upper end into an injector device D of ordinary or any suitable construction, which discharges into a convoluted pipe DQ supported in the firebox E of the locomotive (over the grate therein) and having its leg 71: extended upward into the dome R of the locomotiveboiler. From the rear end of the boiler there leads into the injector D, behind the junction therewith of the branch n3, a pipe D2, for a purpose hereinafter described. From the branch n3 there proceeds an extension nx of the pipe n2, having the branches n4 and a5 at opposite sides of the boiler and connected across the base of the boiler by a pipe c, said extension nx containing a check-valve @which opens toward the tank B. Thus the branch n4 lies along one side of thelocomotive-boiler, as shown in Fig. l, and the other, 715, lies along the opposite side thereof, both being indicated in the end-view presented by Fig. 3, and they reach beyond the forward ends of the cylinders Fand F', where they are provided with depending branches n and m7, connected at their lower ends with pipes ns and fni, containing valves r4 and extending lengthwise backward underneath and beyond the rear ends of the cylinders, where they are met by branches nl, depen ding from the pipes n4 and n.5, but only one of which (that at the cylinder F, presented to view in Figs. l and 2) is shown, owing to the nature of the view selected for illustration.v The pipes ns and n.9 are connected across the locomotive from the plane of one cylinder to that of the other by a pipe nu, having an upward-extending branch w12, which leads into the front end of the boiler R, near which it contains an inwardly-opening check-valve t. In each pipe n and a7, and also in each pipe n10, there is inserted a valved head G, involving the construction represented in detail in Fig. 6, and of which the following is a description: A strainer-cap t' is screwed into the outer end of a chamber i', containing an inwardly-opening check-valve 2, and this chamber is screwed upon one end of a four-branch coupling 71 the opposite branch of which connects it with one end of a cylinder at an opening near its bottom. The lateral or upper and lower branches of each coupling h contain, respectively, the chamber h', having seated in it an outwardlyopening .check-valve h2, and the chamber h3, having seated in it an outwardly-opening check-valve h4. Thus at each end of each of the cylinders F and F there is inserted into it one of the heads G, with its check-valved strainer-cap iian-ked by the check-valves h and h3, the branches of the coupling h containing these check-valves being coupled into the pipes n, 07,7, and n10, respectively.

The steam-chests F2 on the cylinders, containing the usual slide-valve cut-off devices for controlling the inlet and exhaust ports, receive their supply of steam from the boiler R through the pipes g and g', Fig. 3, which should contain shut-off cocks e5 and o6 and communicate at their junction with a pipe g2, leading through the boiler into the steamdome R.

The cylinders exhaust into a pipe f', Figs. 4 and 2f, opening into the storage-tank A.

The oil-tank Bcommunicates from its upper end with the pipe n2 through a pipe e, containing a shut-off valve 07, and through which to introduce pressure on the top of the contents of the tank to force the hydrocarbon oil out through a pipe e, containing a shutoff valve es and discharging into an oil-burner or blowpipe l-I, leading into the iire-box E underneath the coil D and connected from its rear end with the pipe n2.

As usual in a locomotive, when the lever I is in the vertical position in which it is illust1 ated its connections with the slide-valves in the steam-chests F2 are such as to cause them to be shut off from the admission of stealn to work the pistons, and the lever is turned in either direction, depending on that in which it is desired to run the engine, to admit steam to the chests for working the pistons. When the locomotive is running with the steam on its cylinders, the exhaust from the latter is all discharged through the pipe f into the storage-tank A A,whence the pressure enters through the pipe n and fills the tank B, and when the pressure in either tank exceeds that for which its particular safety-valve is set (say twenty pounds) it blows off through the latter.

The condensation in the cylinders F and F can never accumulate therein to be churned by the action of the pistons, owing to the provision of the openings into -the heads G being at the bottoms of the cylinders, through which openings the condensation is forced, by the action of the pistons, past the check-valves IOO IIO

h4 into thepipes u8 and n and, by the pres-` sure,when it exceeds that in the boiler, back into the latter through the pipe nl?. The petcock n4 in the pipe u8 enables the condensation therein to be drawn oft', when the locomotive is not running, to prevent its freezing in the pipes. Between each steam-chest and its cylinder are provided the valves j and j', which are ordinary rotary plu g-valves, linked to t-he reversing-gear to be closed when the leverI is in its norm ally vertical position and to be opened by turning the lever either forward or backward. IVhen these valves are closed, no steam can enter the cylinders from the chests. When the steam is thus cutoff, the continued running ofthe locomotive until it is brought to a standstill works the pistons, each stroke sucking in air through a strainer-cap t' at one end of each cylinder and forcing it out at the opposite end thereof past the check-valves 7L and through the pipes n, n, n10, n4, nx, n3, and n2 into the storage-tank B, wherein it supplements the pressure of eX- haust-steam, if there be such pressure stored in the tank, and, if not, it 'alone affords a suppljT of pressure for use as power.

While the locomotive is running under steam, the pressure from the store in the tank B enters the boiler through the pipe n2, (the valve o3 being open,) branch n3, and injector D, the action of which is superinduced by steam admitted into it from the boiler through the pipe D2, and the injector forces the pressure through the coil D', in which it is superheated by the heat in the fire-box, and from which it discharges through the leg 7c into the dome R' to be used as power for driving the locomotive. If it be desired to iire the furnace with the liquid fuel from the tank B', the valve o7 in the pipe e is opened to admit pressure from the pipe n2 upon the oil in the tank to discharge it through the pipe e (having its contained valves ts o9 open) into the burner H, wherein it is mixed with steam under pressure, or compressed air, or both, admitted to the burner from the pipe n2 on opening the valve n10 in the latter.

Whenever the pressure in the tank B eX- ceeds the boiler-pressure, on opening the valves n and o2 in the pipe fa the excess of pressure in the tank will enter the boiler through the pipe.

When the tank B is shut oft from the tank A by closing the valve n in the pipe n, (a condition which may arise when the store of tankpressure has been exhausted, or when, soon after starting the locomotive to run, only enough exhaust-steam pressure has been generated to supply, or partly supply, the tanks A AQ) the engine C is worked, on closing the valve o' and opening the valve U2 in the pipe n to admit steam from the boiler (see Fig; 4a) into the engine to actuate it, whereby it works the pump C to suck from the pipe n either exhaust-steam from the tank A, or, if there be none therein, atmospheric air through the check-valve t, and force it out through the pipe n2 (the valve 'U3 in which is then closed) into its branch n3 to supply the injector D, to which the branch n3 leads, and burner H, if the latter be used.

What I claim as new, and desire to secure by Letters Patent, is-

l. In combination with a locomotive, a storage-tank into which the exhaust-steam from the cylinders discharges, a second storagetank having a pipe'connection with said exhaust-steam storage-tank, a pipe-coil in the locomotive fire-box and discharging into the boiler, and an injector device communicating with said second storage-tank and discharging into said pipe-coil, substantially as and for the purpose set forth.

2. In combination with alocomotive, a storage-tank into which the exhaust-steam from the cylinders discharges, air-inlets on the cylinders, a second storage-tank communicating` through a valve-controlled pipe with said eX- haust-steam storage-tank and with the cylinders through said air-inlets by pipe connections equipped vvith check-valves `opening toward said second storage-tank, a pipe-coil in the locomotive lire-box and discharging into the boiler, and an injector device comm unicating with said second storage-tank and discharging into said pipe-coil, substantially as and for the purpose set forth.

3. In combination with alocomotive, a storage-tank into which the exhaust-steam from the cylinders discharges and provided with a valve device A2 opening into the locomotivestack, air-inlets in the opposite ends of the cylinders at their lowest points affording discharge-openings for condensation and controlled by inwardly-opening check-valves, and pipe connections between the said discharge-openings and the locomotive-boiler and provided with check-valves opening' against the back pressure from the boiler, substantially as described.

4. In combination with a locomotive, a storage-tank into which the exhaust-steam from the cylinders discharges, air-inlets in the cylinders, a second storage-tank communicating through a valve-controlled pipe with said eX- haust-steam storage-tank and with the cylinders through said air-inlets by pipe connec- IOO IIO

tions equipped with check-valves opening to- `ward said second storage-tank, a pipe-coil in the locomotive nre-box and discharging into the boiler, an injector device communicating with said second storage-tank and discharging into the pipe-coil, and a liquid-fuel supply-tank having a valve-controlled outletpipe provided with a burner attachment eX- tending under the {ire-box and communicating with the pressure supply of said second storage-tank, substantially as and for the purpose set forth. v

5. In combination with alocomotive, a storage-tank A into which the-exhaust-steam from the cylinders discharges, a second storagetank B connected with said tank A by a pipe n containing a valve, a pipe-coil in the locomotive re-box and discharging into the boiler, an injector device discharging into said pipe-coil, a pipe n2 containing a valve and leading from the tank B into said injector device, a valve-controlled pipe n leading from said tank B into the boiler, a pump C communicating from its suction side with the pipe n and from its discharge side with the pipe n?, and a compressor 1' operatively connect-ed with the pump and communicating, for its pressure supply, with the pipe n', substantially as and for the purpose setforth.-

G. In combination with a locomotive, a storage-tank A into which the exhaust-steam from the cylinders discharges, a second storagetank B connected with said tank A by a pipe n containing a shut-olf valve c and an inwardly-opening check-valve l?, a pipe-coil in the locomotive [ire-box and discharging into the boiler, an injector device discharging into said pipe-Coil, a pipe n2 containing a valve and leading from said tank B'into said injector device, a pipe n containing the shut-off valves o and v2 and leading from said tank B into the boiler, apump C communicating from its suction side with the pipe n and from its discharge side with the pipe n2, and a compressor C operatively connected with the pump and communicating, for its pressure supply,`witli the pipe n', substantially as and for the purpose set forth.

7. In combination with a locomotive, a storage-tank A into which the exhaust-steam from the cylinders discharges, air-inlets in the opposite ends of the cylinders at their lowest points affording dischargeopenings for condensation and each provided with a head G formed with a strainer-cap 1,' and chambers 7L and 71,4 provided, respectively, with the check-valves 112, h2 and hit, pipe connections between said chambers h3 and the locomotiveboiler, a second storage-tank B communicating through apipe 'n with the tank A, a pipe coil D in the locomotive 'firebox, and discharging into the stea1n-do1ne, an injector device discharging into said pipe-coil, a valvecontrolled pipe n leading from the tank B into said injector device, and extensions n* and n of the pipe n2 leading to the chambers 7i of the heads G at the opposite ends of the cylinders, the whole being constructed and arranged to operate substantially as and for the purpose set forth.

ISAAC T. DYER.

In presence of- J. II. LEE, J. N. IIANsoN. 

